prescott



4 Sheets-Sheet 1.

(No Model.)

G. A. PR'BSGOTT.

l GAR HEATING APPARATUS.

Patented May l0, 1892.

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@iii/MMM. W1* MQ;

(No Model.) I 4 Sheets-Sheet :2.

G. A. PRESGOTT.

GAR HEATING APPARATUS. l No. 474,404. Patented'May l0, 1892.

(No Moden.) v 4 sheets-sheen 3.

, G. A. PRESGOTT.

GAR HEATING APPARATUS.

No. 474,404. Patented May 10, 1892.

(No Model.) i 4 Sheets-Sheet 4.

, G. A. PRESCOTT.

GAR HEATING APPARATUS.

No. 474,404. Patented May 1Q, 1892.

UNrrnD STATES ,PATENT OFFICE.

GEORGE A. PRESCOTT, OF TOPEKA, KANSAS, ASSIGNOR, BY DIRECT AND MESNEASSIGNMENTS, OF TI-IREE-FOURTIIS TO WILLIAM IWI. ABERNATHY AND VILLIAMWADSVOR'TI-I, OF SAME PLACE.

CAR-HEATING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 474,404, dated May 10,1892.

Application tiled September 23, 1890. Serial rITo. 365,888. (No model.)

To all whom t 11i/ay concern.-

Be it known that I, GEORGE A. Panscorr, of Topeka, in the county ofShawnee and State of Kansas, have invented certain new and usefulImprovements in Car-Heating Apparatus; and I do hereby declare that thefollowing is a full, clear, and exact description thereof, referencebeing had to the accompanying drawings, and to the letters of reference1o marked thereon, which form a part of this specification. y

This invention relates to improvements in car-heating apparatus of thatclass in which the heat for warming the car may be derived at willeither by means of steam taken from the locomotive-boiler or from aboiler especially designed for supplying steam to the several cars ofthe train or by means of an auX- iliary heater located in the car, sothat when 2o the car is attached to a train provided with means forsupplying steam to all of the cars it may be heated by steam, and whenitis detached from the train or when attached to a train having no-mea'ns of steam-supply the auxiliary heater may be used.

The invention consists in the matters hereinafter described7 and pointedout in the appended claims.

In the accompanying drawings, illustrating 3o my invention, Figure l isa sectional plan view of a car containing a heating apparatus embodyingmy invention; Fig. 2, a longitudinal vertical section of one end of thecar, taken on line 2 2 of Fig. l; Fig. 3, a vertical crosssection of thecar, taken upon line 3 3 of Fig. l. Figs. 4 and 5 are enlarged detailviews of parts of the heating apparatus. Fig. 6 is a diagrammatic viewillustrating more clearly the system of steam and hot-water circula- 4otion.

In said drawings, A indicates the car-body; B, a series of connectedhot-Water-circulating pipes located within the lower part of the car,and C a series of connected steam circulating or condensing pipeslocated in the upper part of the car, preferably above the level of thepipes B.

D indicates a separating-chamber to which the Water-circulating pipesare connected in suchy manner that Water circulatingin the 5o pipespasses through the chamber, and to the top of which the steam-pipes areconnected, said chamber being located above the level of thewater-pipes, which are filled With Water to a point which will bring thewater-line within said separating-chamber.

E indicates a Water-heating chamber located in the lower part of the carand connected in circuitwith the Water-pipes B.

D indicates a pipe leading from the heat- 6o ing-chamber E to theseparating-chamber D and entering the latter at a point below thewater-level therein.

F indicates a heating-coil of pipe of any desired form, the same beinglocated within a heating stove-or furnace F', located within the car.Said stove or furnace and the coil therein form a Water-heater offamiliar construction. The heating-coil F is connected at its lower endthrough a pipe F2 with the 7o heating-chamber E, and is connected at itsupper end With the pipe'D by an ordinary T-coupling D2. The pipecomposing the said heating-coil F may, however, if preferred, beextended to the separating-chamber D.

B indicates a pipe leading from the lower part of the separating chamberD to a header B2, connected with the series of water-circulating pipes Bat the lower part of the car. 8o

C indicates a pipe leading from the upper part of the separatingchamberI) to the steam-circulating pipes C at the top of the car.

G indicates a steam-supply pipe extending from end to end of the ear,preferably beneath the door, and provided with suitable couplings orttings to adapt it to be readily connected with similar pipes onadjacent cars of the train,the several connected pipes Serv- 9o ing toconveysteam from the boiler to the several cars.

G indicates a branch steam-supply pipe rising from the main steam-supplypipe to a point above the water-level in the Water-cir- 9 5 culatingpipes and then extending downwardly to the water-heating chamber. Saidpipe G is provided with a valve g, adapted to shut off the supply ofsteam from the boiler when desired or to close communication betweensaid pipe G and the pipe G when the car is disconnected from thelocomotive or the rest of the train or when it is desired to heat thecar by means of the auxiliary heater. The branch steam-supply pipeextends at its lower end to the bottom of the heating-chamber E and isadapted to discharge steam into said chamber for heating the watertherein, as hereinafter more fully pointed out.

B3 indicates a Water-return pipe leading from the hot-water-circulatingpipes B at the bottom of the car to the lower part of the water-heatingchamber E and adapted to convey the water back to the heating-chamberafter it has passed through the several pipes B. The steam-circulatingpipes C at the top of the car embrace longitudinal pipes c c', whichextend from end to end of the car and connect with each other by flatvertical coils,

which in the instance illustrated are located at each end of the car,near the top thereof. The end of the pipe c is bent or carrieddownwardly, and with the'same, above its lower end,vis connected an openlocal water-return pipe C3, as shown more particularly in Figs. 1 and 3,which extends downwardly and is connected with the water-pipe B3, whichconnects the water-circulating pipes with the bottom of theheating-chamber.

C3 indicates a Water tank or receptacle below the level of thesteam-circulating pipes and above the water-line of the water-pipes B,and C4 a pipe connecting the steam-pipe c with said tank, said pipe C4being connected with the lower end of the steam-pipe below the point atwhich the return-pipe C3 is connected therewith. A valve c2 in said pipeC4 is adapted to close the same to prevent the passage of Water from thesteam -pipe c to the tank or receptacle C3 when the auxiliary heater isin use. C5 indicates a pipe leading from said tank or receptacle C3downwardly through the bottom of the car and opening into the mainwater-return pipe H, which leadsback to the locomotive or to thevicinity of the steam-generator in case a separate boiler is carried onthe train. The pipes C4 and C3 constitute in effect a single returnpipefor water of condensation from the steamcircula'ting pipes, inasmuch asthe tank C3 does not affect the action of said return-pipe, except toaccumulate water of condensation for use, in the manner hereinafter setforth.

The operation of my improved heating apparatus is as follows: When it isdesired to heat the car by steam taken from the locomotive-boiler, theother cars in the train being all equipped with similar apparatus andthe steam and return pipes connected together from car to car so as toestablish communication with the boiler, the valves g and c3 areopened'and steam then enters through the main steam-supply pipe G andthe branch pipe G into the heating-chamber E, the construction beingsuch that the steam is permitted to escape from the pipe G into thewater. It is obvious that the steam entering the heating-chamber willheat the Water therein and will produce an upward current or circulationof water through the said chamber and through the pipe D', colder waterfrom the above meanwhile entering said chamber through the return-pipeB3. The water rising in the pipe Dpasses into the separatingchamber Dand Hows downwardly therein, while steam liberated from the water in thechamber rises through the pipe C and passes into the circulating-pipesC. The heated water passes from the chamber D downwardly through pipe Band enters the circulatingpipes B at the lower part of the car, fromwhich, after it has passed through said pipes and by its circulationtherein imparted a greater portion of its heat to the air Within thecar, it returns through the pipe B3 into the bottom of the water-heatingchamber E. The steam passing through pipes C loses a greater part of itsheat and is condensed. The water ot condensation as it passes downwardlythrough the depending part of the pipe c .flows past the end of thelocal returnpipe C2 and passes through said pipe C4 into the tank orreceptacle C3. The overflow from said tank passes downwardly through thepipe C5 to the main return-pipe H below the car, and thence back to thevicinity of the boiler, where it is preferably used for feeding thesame. v

1f the car is detached from the locomotive or if the train is notequipped with the necessary steam-supply apparatus, it becomes necessaryto heat the car by means of the heater located within the same. In thiscase the valves g and c3 are closed, thus shutting off all communicationbetween the circulating-pipes and the'steam-supply and water-returnpipes G and H.

Fire being made in the heater F, the coil F therein will become heated,and the heated Water and steam generated in said coil will rise throughsaid coil, passing through the connection D2 into the pipe D', andthence into the separating-chamber D, when the Water will passdownwardly through pipe B2 to the pipes B, as before, and the steam willascend through pipe C and pass into the steampipes C. Water returns, asbefore, through the pipe B3 into the bottom of the chamber E, flowingthrough the latter into the pipe F3, and thence back into the bottom ofthe heating-coil F. The steam meanwhile passes through the circulatingor condensing pipes at the top of the car and, parting with its heat,becomes condensed and the water of condensation returns through pipe c',passes down through the open local return-pipe C3 to return-pipe B3,where it mingles with the returning water and passes into the bottom ofthe chamber E. Y It is thus seen that by my improved construction both asteam-circulation and a hot-Water-circulation system are IOO IIO

provided, each operating independently of the other, so far as thecirculation of the steam and water is concerned, and each deriving itsheat from the same source.

The diagram Fig. 6 illustratesY more clearly the construction andoperation of my improved apparatus for heating the car. In said figure Iindicates the steam-supply pipe, which is arranged to discharge into thewaterheating chamber J. K is the pipe leading from the water-heatingchamber to the separating-chamber L. M indicates a Water-cird culatin gpi pe,which is connected with the separating-chamber L and with thebottom of the water-heating chamber by a pipe M', and N is a steamcirculating or condensing pipe, which is connected with the return-pipeG by means of the escape or return pipe N, provided with a valve n, andwith the heating-chamber by the open local return-pipe I. Q is a localheating-coil, which is connected 'at its lower end with thewater-heating chamber and at its upper-end with the pipe K.

IVhen the car is heated by steam from the steam-supply pipe, the Waterand steam rise through the pipe K and pass into the separating-chamber,from Which the water passes to the circulating-pipes M, and thencethrough the pipe M back to the heating-chamber J. Steam meanwhile passesfrom the separating-chamber into the pipe N and is there condensed, thewater of condensation returning to the steam-generator through the pipeN, the valve n being at this time open and the steam which condenses inthe pipe P returning to the water heating chamber J. Vhen the car isheated by the local heater, the valve vn is closed and the hot Water andsteam from the coil Q rise and pass into the separating-chamber, fromwhence the hot Water circulates through the pipe M and returns throughthe heating-chamber J to the lower end of the coil, while steam passesinto the pipe N, and, being there condensed, the Water of condensationreturnsto the heating-chainber J through the open pipe P. The said openor local return-pipe P is connected with the steam or condensing pipe Nat a point above that at which the pipe N is connected therewith, sothat when the valve fn is open and the car is being heated by steam fromthe supply-pipe water of condensation flowing from the steam-pipes Mwill not enter the said local return-pipe P, but will pass out throughthe return-pipe N', and will thus prevent the system of pipes beingfilled above the water-line therein, as would occur by condensation ofsteam if the pipe N', arranged and connected as described, were absent.By the connection of the valved return-pipe N with the steam circulatingor condensing pipes at a point below that at which the local return-pipeconnects therewith, the heating system on the car is adapted for use inconnection with either a steam-su pply or local heater by the employmentot' one Valve only in addition to that in the steamsupply pipe,while atthe same time a construction is obtained which is simple, convenient,and safe.

The construction shown in Fig. 7 is not in itself new and is illustratedmerely for the purpose of making clear the operation of the apparatus asa whole.

As a further and separate improvement for the purpose of preventingnoise in the escape of steam from the supply-pipe into theheating-chamber, and to facilitate the heating of the Water bythe steam,Iextend the said steampipe into the said chamber and provide the samewith a series of branch pipes g' g", each of which is perforated orprovided With small apertures for the escape of the steam into the waterwithin the chamber. These perforated or apertured branch pipes are eachsurrounded by a jacket or short tube g2, as illustrated in the drawings.By this construction the steam is broken up into small jets as itescapes from the supply-pipe, and these jets after entering the waterare further broken up by striking the jackets or tubes g2. A rapidheating of the water is obtained by this construction, inasmuch as thesteam and Water are thoroughly mixed and the heat thus quickly impartedto and distributed through the Water in the heating-chamber.

I find that by the employment of means such as herein shown for breakingup the steam into small jets as it mingles with the Water theobjectionable noise commonly caused by the discharge of steam into theWater is entirely done away with. Pipes or passages arranged todischarge the steam into the water through a plurality of perforationsor apertures may be arranged in a great variety of different Ways, andthe particular construction shown,in which the main pipe is providedwith a plurality of apertured branches, is not therefore essential.

As a still further and separate improvement I provide a pipe f, leadingfrom the tank or receptacle G3 to the separating-chamber D and providedwith a shut-off valve f. By reference to Fig. 3 of the drawings it willbe observed that the pipe G5 opens into said tank C5 at a pointconsiderably above the bottom thereof, and that therefore condense-Waterfrom the steam-circulating pipes will accumulate and remain in said tankor chamber C3. By means of the pipe-f and valve f this condense-Watermaybe drawn off and passed back into the Water-circulating pipes in casethe water-supply therein becomes low. It will be observed that the valvec2 in the returnpipe leading from the steamcirculating pipes is shown asplaced in said pipe between the tank C3 and the steam-circulating pipes.This arrangement of said valve is preferable, inasmuch as it serves toprevent an accumulation of water of condensation in said tank4 when theauxiliary heater is in use and a consequent diminution in the supply ofWaterin the pipes, and therefore obviates the necessity of replenishingthe water in said pipes, as

IOO

would be necessary' in case the condense-water were permitted toaccumulate in said tank. On the other hand, when steam from thelocomotive is used there will be a constant accession of water ofcondensation Within the steam-pipes, and by opening the valve c2 thisWater is permitted to pass into the tank C3, Where it will accumulateuntil it reaches the level of the overliow-pipe G5, when the surplus ofsaid Water of condensation will pass oft through said pipe to theV mainreturnpipe I-I. I also provide any suitable and convenient form otconnection or valve, as f2, located at the under side of the tank C3,whereby surplus hot water in said tank may be drawn oft for use in thecar, if desired.

In order to draw off Water from the waterpipes in case the accumulationof water of condensation in the steam-circulating pipes brings theWater-level considerably above the top of the` separating-chamber. Iprovide a drain-pipe d, communicating with the top or" said chamber andprovided with a valved.

In a steam-heating apparatus of the general character above set forthmeans may be employed different from those shown for heating Water bysteam, it being obvious that the general advantages gained by the use ofsteam and water circulating pipes arranged in connection with main andlocal return-pipes for water of condensation in the manner described isobtained whether the Water is heated in the particular manner hereinshown or otherwise. One of these advantages is that ot economyin fuelconsumption, arising from the fact that all ot' the heat in the steam isutilized in heating the car, inasmuch as the steam is entirely or to agreat extent condensed in said steam-circulating pipes, and is thuscaused to part with most of its heat.

Anotherimportant advantage gained by the use of the steam-circulatingpipes is that when the auxiliary heater is being used and thecirculating-pi pes are closed entirely from communication With theoutside air liability ot' a dangerous pressure in the system isobviated, from the fact that the steam is being constantly condensedwithin the steam-circulating pipes, the condensation commonly being sorapid as to prevent any great increase of pressure under conditions thatcommonly obtain in such heating apparatus.

A great disadvantage arising from heating devices using hot Water only,as heretofore made, is that in such devices there is practically nosteam-space or condensing-surface, so that any considerable increase intemperature rapidly produces a high degree of pressure Within the closedpipes of the apparatus. In 4the construction herein shown,on thecontrary, the steam -circulating pipes contain such a large area ofcondensing-surface that the hottest tire which can be made in the heaterwill fail to make steam fast enough to produce a dangerous pressure.

I claim as my inventionl. A car-heating apparatus comprising alive-steam-supply pipe, a water-heating chamber into which saidsupply-pipe discharges, a separating-chamber, a pipe leading upwardlyfrom the heating-chamber to the separatingchamber, an auxiliarywater-heater provided` with a coil in communication at its opposite endswith the Water-heating chamber and separating-chamber, Water-circulatingpipes communicating with the separating-chamber and with thewater-heating chamber, a steamcondensing pipe leading from the top ofthe separating-chamber, an open local return-pipe for Water ofcondensation,connected with said condensing-pipe and leading back to theWater-heating chamber, and a valved return or discharge pipe forwater ofcondensation, also connected with the said steam-condensing pipe,substantially as described.

2. A car-heating apparatus comprising a live-steam-supply pipe, aWater-heatin g chamber into which said supply-pipe discharges, aseparating-chamber, apipe leading upwardly from the heating-chamber tothe separatingchamber, an auxiliary Water-heater provided with a coil incommunication at its opposite ends with the Water-heating chamber andseparating-chamber, water-circulating pipes communicating with theseparating-chamber and with the bottom of the water-heating chamber, asteam-condensing pipe leading from the top of the separating-chamber, anopen return-pipe for Water of condensation, connected With saidcondensingpipe and leading back to the Water-heating chamber, and areturn or discharge pipe connected With said steam-condensing pipe at alpoint below that at rhich the local return-pipe is connected therewithand provided with a valve, substantially as described.

3. A car-heating apparatus comprising a live-steam-supply pipe, aWater-heating cham- -ber into which said supply-pipe discharges, a

separating-chamber, a pipe leading from the heating-chamber to theseparating-chamber, an auxiliary Water-heater provided with a coil incommunication at its opposite ends with'the heating-chamber andseparatingchamber, Water-circulating pipes communieating with theseparating-chamber and with the Water-heating chamber, asteam-condensing pipe leading from the top of the chamber, an open localreturn-pipe for Water of condensation, connected With saidcondensingpipe and leading back to the Water-heating chamber, av tankfor Water of condensation, located above the level of thewater-circulating pipes, a valved return or discharge pipe leading fromthe condensing-pipe to the said tank, and a return or discharge pipe forwater of condensation, opening into the upper part of said tank andleading downwardly from the latter, substantially as described.

4. A car-heating apparatus comprising a live-steam-supply pipe, aWater-heating chamber into which said supply-pipe discharges, a verticalpipe leading into said chamber, connected with said steam-supply pipeand pro- IOO IIO

vided Within the chamber with a plurality of horizontal branchesprovided with steam-exit apertures or perforations, tubes Within thechamber surrounding the apertured or perfoi-ated branch pipes, and Watercirculating pipes in com municat-ion with said Water-heating chamber,substantially as and for the purpose specified.

5. A car-heating apparatus comprising a live-stearn-supply pipe, aWater-heatin g chamber into which said supply-pipe discharges, aseparating-chamber, a pipe leading upwardly from the heating-chamber tothe separatingchamber, an auxiliary Water-heater provided with a coil incommunication at its opposite ends With the Water-heating chamber andseparating-chamber, Water-circulating pipes communicating With theseparating-chamber and With the Water-heating chamber, a steamcondensingpipe leading from the top of the separating-chamber, a Water-tanklocated above the level of' the Water-circulating pipes, an open localreturn-pipe for Water of condensation, connected with saidcondensingpipe and leading back to the Water-heating chamber, a valvedreturn or discharge pipe also communicating with the saidsteam-condensing pipe and leading to the said tank, a Water return ordischarge pipe connected With the upper part of the tank and leadingdownwardly therefrom, and a valved outlet upon the tank, substantiallyas described.

6. A car-heating apparatus comprising a livesteamsnpply pipe, aWater-heating chamber into which said supply-pipe discharges, aseparating-chamber, a pipe leading upwardly from the heating-chamber tothe separatingchamber, an auxiliary water-heater provided with a coil incommunication at its opposite ends with the Wa ter-heating chamber andseparating-chamber, water-circulating pipes communicating with theseparating-chamber and with the Water-heating chamber, a steamcondensingpipe leading from the top of the separating-chamber, an open localreturn-pipe for Water of condensation, connected with saidcondensing-pipe and leading back to the water heating chamber, a Watertank located above the level of the Water-pipes, a valved return-pipe,also connected with ,said condensing-pipe and leading to the tank, areturn or discharge pipe connected with the upperpart of the tank andleading downwardly therefrom, and a pipe extending from the bottom ofsaid tank to the Water-circulating pipes and provided with a valve bywhich Water may be allowed to flow from said tank to thecirculating-pipes for replenishing the latter, substantially asdescribed.

In testimony that l claim the foregoing as my invention I affix mysignature in presence of two Witnesses.

GEORGE A. PRESCOTT.

Witnesses:

E. M. CooKRELL, J. R. MCNARY.

